TRAFFIC IMPACT ANALYSIS

Transcription

1 TRAFFIC IMPACT ANALYSIS DRAFT 4401 BARCLAY DOWNS DRIVE Barclay Downs Drive Bet. Carnegie Boulevard & Bulfinch Road Charlotte, North Carolina REZONING PETITION #TBD for ZOM Carolinas June (C-2165)

2 TABLE OF CONTENTS EXECUTIVE SUMMARY 1 PROPOSED DEVELOPMENT 5 AREA CONDITIONS 8 PROJECTED TRAFFIC 11 TRAFFIC ANALYSIS 19 CONCLUSIONS 30 APPENDIX 31 LIST OF TABLES TABLE 1: AVERAGE ANNUAL DAILY TRAFFIC VOLUMES (VEH. PER DAY) 9 TABLE 2A: SITE TRIP GENERATION (ANALYSIS) 11 TABLE 2B: SITE TRIP GENERATION (UPDATED SITE PLAN) 12 TABLE 3: OFFSITE TRIP GENERATION 13 TABLE 4: 2016 LEVELS OF SERVICE 21 TABLE 5: CAPACITY ANALYSIS RESULTS FOR IMPACT DETERMINATION 22 TABLE 6: 2016 BUILD VEHICLE QUEUE LENGTHS 23 TABLE 7: 2020 BUILD LEVELS OF SERVICE 26 LIST OF FIGURES FIGURE 1: AREA OF INFLUENCE 6 SCHEMATIC SITE PLAN 7 FIGURE 2: 2016 EXISTING PEAK HOUR TRAFFIC VOLUMES 10 FIGURE 3: SITE DIRECTIONAL DISTRIBUTION 14 FIGURE 4: 2016 AM PEAK BUILD TRAFFIC VOLUMES 15 FIGURE 5: 2016 PM PEAK BUILD TRAFFIC VOLUMES 16 FIGURE 6: 2020 AM PEAK BUILD TRAFFIC VOLUMES 17 FIGURE 7: 2020 PM PEAK BUILD TRAFFIC VOLUMES 18 FIGURE 8: EXISTING/FUTURE LANEAGE 27 FIGURE 9: SUGGESTED LANEAGE 28 FIGURE 10: CONCEPTUAL IMPROVEMENTS 29 Design Resource Group

3 EXECUTIVE SUMMARY ZOM Carolinas intends to raze an existing 39,383 SF office building and rezone the site (RP# TBD) in order to construct a maximum development with a mix of apartments and retail space. The updated plan now reflects a reduction in units from 353 to 266 and the maximum retail space has remained unchanged at 15,000 SF. Trip generation tables for both the updated scenario and the worst case analyzed scenarios are located under the Projected Traffic section of this document. The site is located on the east side of Barclay Downs Drive between Bulfinch Road and Carnegie Boulevard (adjacent to SouthPark Mall) in Charlotte, NC. For this study, the development is assumed to be fully developed in Barclay Downs Drive Facing North Along Site This report provides analysis of the traffic operations within the area of influence, according to the standards set by the Charlotte Department of Transportation s (CDOT) Traffic Impact Study Requirements. It provides intersection improvements needed for mitigating traffic impacts. This study evaluates the following scenarios: 2016 Existing Conditions 2016 Buildout 2020 Buildout It should be noted that no credit will be given for the Existing Zoning land use, therefore, no existing zoning analysis scenarios will be performed. The area of influence of the study site as indicated by CDOT includes the following six existing intersections and three proposed intersections: 1. Barclay Downs Drive & Fairview Road (signalized) 2. Barclay Downs Drive & Bulfinch Road (unsignalized) 3. Barclay Downs Drive & Carnegie Boulevard (signalized) 4. Barclay Downs Drive & Morrison Boulevard/Carnegie Boulevard (signalized) 5. Morrison Boulevard & Coca-Cola Plaza/Hotel Driveway (unsignalized) 6. Morrison Boulevard & Roxborough Road (signalized) 7. Barclay Downs Drive & Proposed Right-in/Right-out (RI/RO) Access A (unsignalized) 8. Bulfinch Road & Proposed Full Access B (unsignalized) 9. Carnegie Boulevard & Proposed Full Access C (unsignalized) According to the schematic site plan, access to the development is expected to occur via three unsignalized locations: Proposed Right-in/Right-out (RI/RO) Access A located on Barclay Downs Drive approximately 275 feet north of Bulfinch Road Design Resource Group Page 1

4 Proposed Full Movement Access B located on Bulfinch Road approximately 225 feet east of Barclay Downs Drive Proposed Full Movement Access C located on Carnegie Blvd. approximately 150 feet east of Barclay Downs Drive The existing development trip generation results indicate that the site currently generates a total of 91 AM peak hour trips and a total of 123 PM peak hour trips; the proposed buildout trip generation ( worst case scenario) results indicate that the site is expected to generate a total of 226 AM peak hour trips and 292 new PM peak hour trips (after internal capture and passby reductions). This equates to a difference of 135 new AM peak hour trips and 169 new PM peak hour trips. Per CDOT, six nearby approved (offsite) developments were included in the 2020 analyses: The Colony at Sharon 250,000 SF of Office, 300,000 SF of Retail, 1,100 Apartments, and a 175 Room Hotel located at the SW quadrant of Colony Road & Sharon Road. Roadway improvements associated with this project at the study intersections (assumed to be in place for the 2020 Build analyses) include a westbound right turn lane on Morrison Blvd. at Roxborough Road and a northbound right turn lane on Barclay Downs Drive at Fairview Road. Sharon Methodist 33,500 SF of Office, 150,000 SF of Retail, 690 Apartments, 175 Room Hotel, and a 20,000 SF Recreation Center located at the SE quadrant of Sharon Road & Morrison Blvd. Carnegie Blvd. Office (Capital Towers) 480,000 SF of office and 350 apartments located on Carnegie Blvd. near Congress Street. Circle at SouthPark 194 apartments remaining to be occupied located on Carnegie Blvd. near Piedmont Row Drive Woodfield SouthPark 280 apartments located on the NE quadrant of Barclay Downs Drive & Morrison Drive/Carnegie Blvd. Morrison Place Tract 3 (SouthPark Apartments) 5,000 SF of Medical Office, 398 Apartments, and 20,000 SF of Retail located on the west side of Sharon Road, north of Sharon Township Lane. The six offsite developments are expected to generate a total of 3,332 new AM peak hour trips and a total of 3,983 new PM peak hour trips. Currently, the four signalized intersections operate at a LOS of D or better during both peak hours. The unsignalized intersection of Barclay Downs Drive & Bulfinch Road operates with a LOS of E in the AM peak hour and a LOS F in the PM peak hour; the unsignalized intersection of Morrison Blvd. & Coca-Cola Plaza/Hotel Driveway operates with a LOS F during both peak hours. Typically, an intersection is said to be operating at capacity at a volume-to-capacity (v/c) ratio of 1.00 and acceptable at a LOS D or better. Design Resource Group Page 2

5 CDOT ANALYSIS REQUIREMENTS - The impacts of the proposed buildout are based on the v/c ratio calculated for each intersection. Significant congestion is highly correlated with the v/c ratios at the intersection, generally occurring when the volume exceeds capacity. Comparing the v/c ratios of the intersection provides the best indication as to the need for geometric improvements to the intersection to alleviate or prevent congestion. With the results of our analyses (specifics are described in the Traffic Analysis section of this report) we suggest the following improvements/modifications at the study intersections and proposed accesses: 2016 Build Suggested Improvements: 1. Fairview Road & Barclay Downs Drive (signalized) Construct a northbound right turn lane on Barclay Downs Drive with 150 feet of storage and appropriate bay taper. It should be noted that this is a future improvement by The Colony at Sharon offsite project; therefore, it should not be the responsibility of the 4401 Barclay Downs Drive developer. Extend (maximize) the existing eastbound left turn lane on Fairview Road from 400 feet to 650 feet, with a 100-foot bay taper (all within the existing raised median island). It should be noted that the existing left turn vehicle queues currently extend into the inner eastbound thru lane on Fairview Road during both peak times; therefore, we feel it should not be the full responsibility of the 4401 Barclay Downs Drive developer. 7. Barclay Downs Drive & Proposed RI/RO Access A (unsignalized) Construct Proposed RI/RO Access A with one ingress lane and one egress lane that terminates as a right turn lane at Barclay Downs Drive. The existing raised median on Barclay Downs Drive will restrict left entering and exiting movements. 8. Bulfinch Road & Proposed Access B (unsignalized) We recommend the following intersection configuration: One ingress lane and one egress lane on Proposed Access B. No improvements should be necessary on Bulfinch Road. 9. Carnegie Boulevard & Proposed Access C (unsignalized) We recommend the following intersection configuration: One ingress lane and separate left turn (termination lane) and right turn (50 feet of storage) egress lanes on Proposed Access C. No improvements should be necessary on Carnegie Boulevard. Design Resource Group Page 3

6 In summary, even though the redevelopment of the 4401 Barclay Downs Drive site will slightly increase the amount of vehicular traffic when compared to the existing development, the proposed mixed-use project is not expected to significantly impact the adjacent intersections/roadway corridors above what is currently occurring. In addition, the actual development plan is expected to be less of a traffic impact than what was analyzed in this report. Design Resource Group Page 4

7 PROPOSED DEVELOPMENT ZOM Carolinas intends to raze an existing 39,383 SF office building and rezone the site (RP# TBD) in order to construct a maximum development with a mix of apartments and retail space. The updated plan now reflects a reduction in units from 353 to 266 and the maximum retail space has remained unchanged at 15,000 SF. Trip generation tables for both the updated scenario and the worst case analyzed scenarios are located under the Projected Traffic section of this document. The site is located on the east side of Barclay Downs Drive between Bulfinch Road and Carnegie Boulevard (adjacent to SouthPark Mall) in Charlotte, NC (see Figure 1). For this study, the development is assumed to be fully developed in Barclay Downs Drive Facing South Along Site According to the site plan (see Schematic Site Plan), access to the development is expected to occur via three unsignalized locations: Proposed Right-in/Right-out (RI/RO) Access A located on Barclay Downs Drive approximately 275 feet north of Bulfinch Road Proposed Full Movement Access B located on Bulfinch Road approximately 225 feet east of Barclay Downs Drive Proposed Full Movement Access C located on Carnegie Blvd. approximately 150 feet east of Barclay Downs Drive Design Resource Group Page 5

8 Coca-Cola Plaza Morrison Blvd LANDSCAPE ARCHITECTURE CIVIL ENGINEERING TRANSPORTATION PLANNING 4 5 O P W 2459 Wilkinson Blvd, Ste 200 Charlotte, NC Congress St Carnegie Blvd Access "A" Bulfinch Rd 2 3 Barclay Downs Dr 7 8 Access "C" 9 SITE Roxborough Rd BARCLAY DOWNS TIA CHARLOTTE, NC ZOM CAROLINAS 4208 SIX FORKS ROAD SUITE 1000 RALEIGH, NC Access "B" Fairview Rd AREA of INFLUENCE MAP Sharon Rd SCALE: 1" = 400' PROJECT #: DRAWN BY: MWW CHECKED BY: REG N LEGEND Traffic Signal Stop Sign Control Copyright 2016 Design Resource Group, PA This plan or drawing and any accompanying documents or calculations are the property of Design Resource Group, PA; and are intended solely for the use of the recipient noted. No third party use or modification is permitted without written authorization. REVISIONS: Figure 1

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10 AREA CONDITIONS The area of influence of the study site as indicated by CDOT includes the following six existing intersections and three proposed intersections: 1. Barclay Downs Drive & Fairview Road (signalized) 2. Barclay Downs Drive & Bulfinch Road (unsignalized) 3. Barclay Downs Drive & Carnegie Boulevard (signalized) 4. Barclay Downs Drive & Morrison Boulevard/Carnegie Boulevard (signalized) 5. Morrison Boulevard & Coca-Cola Plaza/Hotel Driveway (unsignalized) 6. Morrison Boulevard & Roxborough Road (signalized) 7. Barclay Downs Drive & Proposed Right-in/Right-out (RI/RO) Access A (unsignalized) 8. Bulfinch Road & Proposed Full Access B (unsignalized) 9. Carnegie Boulevard & Proposed Full Access C (unsignalized) Barclay Downs Drive Facing South Toward Site Bulfinch Road Facing West Along Site Carnegie Boulevard Facing West Along Site According to the most current Charlotte Adopted Collectors Map, Barclay Downs Drive is a major collector roadway with a posted speed limit of 25 mph in the vicinity of the proposed site (located along the west side of the development). According to the Urban Street Design Guide (USDG) for roadway classifications, Barclay Downs Drive is not listed. The roadway is a median-divided four-lane facility with appropriate left turn lanes. Curb/gutter, planting strip, and sidewalk is present on both sides of the street. CATS bus stops (route 57) are located on both sides of Barclay Downs Drive in proximity of the site. Sight distances in both directions along Barclay Downs Drive are adequate, meeting or exceeding normal requirements for a 25 mph posted roadway (30 mph design speed) [CDOT = 335 feet of sight distance]. Morning (7-9 AM) and afternoon (4:30-6:30 PM) peak period turning movement counts were conducted at the six existing intersections on Thursday May 19, 2016 (while school was in session). Figure 2 shows the 2016 existing traffic volumes for the morning and afternoon peak hours. In addition to the intersection turning movement counts, CDOT and the North Carolina Department of Transportation (NCDOT) are the sources for average annual two-way daily traffic (AADT) volumes within the area of influence. The latest (2014) AADT volumes are depicted in Table 1. Design Resource Group Page 8

11 Table 1: Average Annual Daily Traffic Volumes (veh. per day) Roadway Barclay Downs Dr. south of Morrison Blvd./Carnegie Blvd. Morrison Blvd. east of Barclay Downs Dr. Carnegie Blvd. west of Barclay Downs Dr. Barclay Downs Dr. north of Morrison Blvd./Carnegie Blvd. Fairview Rd. west of Sharon Rd. C=CDOT, N=NCDOT AADT-Agency 12,800-C 13,700-C 5,000-C 10,000-C 41,000-N 43,600-C According to the latest high frequency crash data collected by CDOT for , there were 16 accidents reported at the intersection of Morrison Boulevard & Roxborough Road/SouthPark Mall (an average of 3.2 crashes/year). No data was listed for the remaining intersections. Observations were conducted at the six existing intersections during their AM and PM peak 15 minutes on Wednesday June 8, 2016 to determine the approximate maximum queue at each location. It should be noted that extensive queues were witnessed for the following intersections: 1. Fairview Road & Barclay Downs Drive: The eastbound left turn movements on Fairview Road during both peak times The westbound left turn movements on Fairview Road during the AM peak time The eastbound/westbound thru movements on Fairview Road during the PM peak time The southbound left and right turn movements on Barclay Downs Drive during the PM peak time 2. Barclay Downs Drive & Bulfinch Road: The southbound thru movements on Barclay Downs Drive during the PM peak time (queue from Fairview Road) 4. Barclay Downs Drive & Morrison Boulevard/Carnegie Boulevard: The westbound left turn movements on Morrison Boulevard during the PM peak time Copies of the intersection investigation worksheets (with each movement s coinciding maximum queue lengths) are located in the Appendix. Design Resource Group Page 9

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13 PROJECTED TRAFFIC The projected background traffic volumes used in the analyses were developed from the existing (2016) peak hour turning movement count data. The existing intersection turningmovement volumes were increased using a 2 percent growth rate for the area to obtain 2020 background volumes (typical growth rate for this area of Charlotte and Mecklenburg County), which was approved by CDOT. The projected traffic volumes used in the horizon year 2020 analyses are a compilation of three values: background traffic, offsite trip generation, and site trip generation. The daily and peak-hour-trip-generation data for the site is presented in Tables 2a ( worst case analysis) and 2b (updated site plan). The values for the trips generated by the land uses are obtained from the Institute of Transportation Engineers, Trip Generation Manual, 9 th Edition, Table 2a: Site Trip Generation (Analysis) Land Use [ITE Code] Weekday AM Peak Hour PM Peak Hour Daily Enter Exit Total Enter Exit Total Existing Development to be Razed Office [710] 39,383 SF Proposed Development Apartments [220] 353 DUs 2, Retail [820] 15,000 SF 1, Proposed Development Total Trips 4, Internal Capture retail residential Passby Reduction (2% of Adjacent Barclay Downs Dr.) Proposed Development Total New Trips 3, Difference between Proposed Development & Existing Development 3, References: Trip Generation, 9th Edition, Institute of Transportation Engineers, Washington, DC The existing development trip generation results indicate that the site currently generates a total of 91 AM peak hour trips and a total of 123 PM peak hour trips; the proposed buildout trip generation ( worst case scenario) results indicate that the site is expected to generate a total of 226 AM peak hour trips and 292 new PM peak hour trips (after internal capture and passby reductions). This equates to a difference of 135 new AM peak hour trips and 169 new PM peak hour trips. Design Resource Group Page 11

14 Table 2b: Site Trip Generation (Updated Site Plan) Land Use [ITE Code] Weekday AM Peak Hour PM Peak Hour Daily Enter Exit Total Enter Exit Total Existing Development to be Razed Office [710] 39,383 SF Proposed Development Apartments [220] 266 DUs 1, Retail [820] 15,000 SF 1, Proposed Development Total Trips 3, Internal Capture retail residential Passby Reduction (2% of Adjacent Barclay Downs Dr.) Proposed Development Total New Trips 3, Difference between Proposed Development & Existing Development 2, References: Trip Generation, 9th Edition, Institute of Transportation Engineers, Washington, DC The existing development trip generation results indicate that the site currently generates a total of 91 AM peak hour trips and a total of 123 PM peak hour trips; the updated site plan trip generation results indicate that the site is expected to generate a total of 183 AM peak hour trips and 244 new PM peak hour trips (after internal capture and passby reductions). This equates to a difference of 92 new AM peak hour trips and 121 new PM peak hour trips (43 fewer AM peak hour trips and 48 fewer PM peak hour trips when compared to the worst case analysis scenario). Per CDOT, six nearby approved (offsite) developments were included in the 2020 analyses (Table 3): The Colony at Sharon 250,000 SF of Office, 300,000 SF of Retail, 1,100 Apartments, and a 175 Room Hotel located at the SW quadrant of Colony Road & Sharon Road. Roadway improvements associated with this project at the study intersections (assumed to be in place for the 2020 Build analyses) include a westbound right turn lane on Morrison Blvd. at Roxborough Road and a northbound right turn lane on Barclay Downs Drive at Fairview Road. Sharon Methodist 33,500 SF of Office, 150,000 SF of Retail, 690 Apartments, 175 Room Hotel, and a 20,000 SF Recreation Center located at the SE quadrant of Sharon Road & Morrison Blvd. Carnegie Blvd. Office (Capital Towers) 480,000 SF of office and 350 apartments located on Carnegie Blvd. near Congress Street. Circle at SouthPark 194 apartments remaining to be occupied located on Carnegie Blvd. near Piedmont Row Drive Woodfield SouthPark 280 apartments located on the NE quadrant of Barclay Downs Drive & Morrison Drive/Carnegie Blvd. Morrison Place Tract 3 (SouthPark Apartments) 5,000 SF of Medical Office, 398 Apartments, and 20,000 SF of Retail located on the west side of Sharon Road, north of Sharon Township Lane. Design Resource Group Page 12

15 Table 3: Offsite Trip Generation Project Weekday AM Peak Hour PM Peak Hour Daily Enter Exit Total Enter Exit Total The Colony At Sharon - Southwest Quadrant of Colony Road & Sharon Road The Colony Total Trips 18, , ,521 Sharon Methodist - Southeast Quadrant of Sharon Road & Morrison Boulevard Sharon Methodist Total Trips 12, Carnegie Blvd. Office/Capital Towers - Carnegie Boulevard Near Congress Street Capital Towers Total Trips 6, Circle at SouthPark - West of Carnegie Boulevard/Northwest of Piedmont Row Drive Circle at SouthPark Total Trips 2, Woodfield SouthPark - Northeast Quadrant of Barclay Downs Drive & Morrison Drive Woodfield SouthPark Total Trips 1, SouthPark Apts. (Morrison Tract 3) - North of Sharon Twp. Lane/West of Sharon Rd. SouthPark Apts. Total Trips 4, Total Offsite Trips 46,519 1,791 1,541 3,332 1,828 2,155 3,983 References: Trip Generation, 9th Edition, Institute of Transportation Engineers (ITE), Washington, DC Note: All offsite info. derived from previous DRG studies except Sharon Methodist (Ramey Kemp) The six offsite developments are expected to generate a total of 3,332 new AM peak hour trips and a total of 3,983 new PM peak hour trips. The directional trip distribution of the site traffic is provided in Figure 3, and was approved by CDOT. The trip assignments for the 2016 and 2020 morning and afternoon peak hour traffic volumes are presented in Figures 4 thru 7 (depending on scenario). The background traffic is indicated to the far left of the movement arrows, followed by the offsite traffic in brackets, and the site traffic in parentheses. The two or three volumes (depending on scenario) are added to obtain the projected total traffic for that movement: Background + [Offsite] + (Site) = Total Design Resource Group Page 13

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21 TRAFFIC ANALYSIS The intersections identified within the area of influence were analyzed to identify the traffic impact that the site development has under the existing conditions and proposed zoning scenarios. The traffic analysis is based on the LOS analysis at the identified intersections. The intersections were analyzed assuming full buildout of the development in LOS is a qualitative measurement of traffic operations. It is a measure of delay time. The Transportation Research Board s Highway Capacity Manual 1 (HCM) defines six levels of service for intersections with LOS A representing the best operating condition and LOS F the worst. Table 16-2 of the HCM gives the criteria for signalized intersections. HCM Table 16-2 for Signalized Intersections Signalized LOS Signal Delay per Vehicle (sec/vehicle) A <10.0 B > 10.0 and < 20.0 C > 20.0 and < 35.0 D > 35.0 and < 55.0 E > 55.0 and < 80.0 F >80.0 SYNCHRO 9.1 was the software tool used in determining the delay, capacity and corresponding level of service at the study intersections. The intersection worksheet reports are provided in the Appendix. For the analysis of unsignalized intersections, the vehicular movements that must stop at the intersection experience delay (i.e. the minor leg of the intersection). For descriptive purposes: LOS results between A and C for the side (minor) street approach are assumed to represent short vehicle delays LOS results between D and E for the side (minor) street approach are assumed to represent moderate delays LOS results of F for the side (minor) street approach is assumed to represent long delays. It should be noted that stop sign controlled streets/driveways intersecting major streets typically experience long delays during peak hours, while the majority of the traffic moving through the intersection on the major street experiences little or no delay. Table 17-2 gives the criteria for unsignalized intersections. 1 National Research Council. Transportation Research Board. Highway Capacity Manual, Washington, DC Chapters 2, 16, and 17. Design Resource Group Page 19

22 HCM Table 17-2 for Unsignalized Intersections Unsignalized Int. LOS Stopped Delay per Vehicle (sec/vehicle) Delay Description A < 10.0 B > 10.0 and < 15.0 Short Vehicle Delays C > 15.0 and < 25.0 D > 25.0 and < 35.0 Moderate Vehicle Delays E > 35.0 and < 50.0 F > 50.0 Long Vehicle Delays This study evaluates the following scenarios: 2016 Existing Conditions 2016 Buildout 2020 Buildout Currently, the four signalized intersections operate at a LOS of D or better during both peak hours. The unsignalized intersection of Barclay Downs Drive & Bulfinch Road operates with a LOS of E in the AM peak hour and a LOS F in the PM peak hour; the unsignalized intersection of Morrison Blvd. & Coca-Cola Plaza/Hotel Driveway operates with a LOS F during both peak hours. Typically, an intersection is said to be operating at capacity at a volume-to-capacity (v/c) ratio of 1.00 and acceptable at a LOS D or better. The results of the 2016 scenarios are presented in Table 4. Design Resource Group Page 20

23 Table 4: 2016 Levels of Service Intersection AM Peak Delay Capacity (sec/veh) (v/c) PM Peak 2016 Existing Conditions 1. Fairview Rd. & Barclay Downs Dr D D 2. Barclay Downs Dr. & Bulfinch Rd /104 E /107 F 2a. Barclay Downs Dr. & Bulfinch Rd. (signalized for comparison purposes) A A 3. Barclay Downs Dr. & Carnegie Blvd A B 4. Barclay Downs Dr. & Carnegie Blvd./Morrison Blvd B B 5. Morrison Blvd. & Coca-Cola Plaza/Hotel Driveway /75 F /106 F 5a. Morrison Blvd. & Coca-Cola Plaza/Hotel Driveway (signalized for comparison purposes) A A 6. Morrison Blvd. & Roxborough Rd./Mall Access A B 2016 Build 1. Fairview Rd. & Barclay Downs Dr D D 2. Barclay Downs Dr. & Bulfinch Rd /103 F * 87/85 F 2a. Barclay Downs Dr. & Bulfinch Rd. (signalized for comparison purposes) A A 3. Barclay Downs Dr. & Carnegie Blvd A B 4. Barclay Downs Dr. & Carnegie Blvd./Morrison Blvd B B 5. Morrison Blvd. & Coca-Cola Plaza/Hotel Driveway /74 F /101 F 5a. Morrison Blvd. & Coca-Cola Plaza/Hotel Driveway (signalized for comparison purposes) A A 6. Morrison Blvd. & Roxborough Rd./Mall Access A B 8. Bulfinch Rd. & Prop. Access B /1056 A /1700 B 9. Carnegie Blvd. & Prop. Access C /925 A /1700 B * Results are not meaningful (i.e. delay >180 sec.) 1 Base laneage includes one entering lane and one exit lane on Access B 2 Base laneage includes one entering lane and separate left-right exit lanes on Access C LOS Delay (sec/veh) Capacity (v/c) LOS CDOT ANALYSIS REQUIREMENTS - The impacts of the proposed buildout are based on the v/c ratio calculated for each signalized intersection. Increase in v/c allowed Significant congestion is highly correlated with the v/c 2016 Existing by Development without ratios at the intersection, generally occurring when the Conditions v/c mitigation volume exceeds capacity. Comparing the v/c ratios of the intersection provides the best indication as to the need for geometric improvements to the intersection to alleviate or prevent congestion. CDOT considers mitigation necessary at intersections where the proposed development would increase v/c ratios above Table Provided by CDOT, the existing conditions in the amounts shown in the table to the right. Design Resource Group Page 21

24 2016 Build Results/Suggested Recommendations: When comparing the v/c ratios of the 2016 existing conditions traffic to the 2016 Build scenario traffic, 5 of the 6 existing study intersections are within the allowable thresholds during one or both peak hours. Table 5 shows the comparisons between the v/c results of the 2016 existing conditions and the 2016 buildout. Table 6 shows the 2016 Build scenario maximum queue lengths calculated by SimTraffic 9, a traffic simulation software application for unsignalized and signalized intersections (results are based on an average of four corridor simulations), or the calculated 95 th % queue in Synchro 9, - whichever produced the higher length. Table 5: Capacity Analysis Results for Impact Determination 2016 Exist. Cond. Intersection (v/c) [Allowable Increase] 2016 EC w/proposed Zoning (v/c) Rezoning Impact (v/c increase) AM 1.04 [0.02] Fairview Rd. & Barclay Downs Dr. PM 0.98 [0.02] a. Fairview Rd. & Barclay Downs Dr. 1 AM PM a. Barclay Downs Dr. & Bulfinch Rd. (signalized for comparison purposes) 3. Barclay Downs Dr. & Carnegie Blvd. 4. Barclay Downs Dr. & Carnegie Blvd./Morrison Blvd. 5a. Morrison Blvd. & Coca-Cola Plaza/Hotel Driveway (signalized for comparison purposes) AM 0.38 [0.10] PM 0.42 [0.10] AM 0.33 [0.10] PM 0.62 [0.07] AM 0.73 [0.05] PM 0.79 [0.05] AM 0.47 [0.10] PM 0.52 [0.10] AM 0.43 [0.10] Morrison Blvd. & Roxborough Rd./Mall Access PM 0.51 [0.10] Imp. includes a NB right turn lane on Barclay Downs Dr.(FUTURE IMP. BY COLONY OFFSITE - NOT DEVELOPER RESPONSIBILITY) Design Resource Group Page 22

25 Table 6: 2016 Build Vehicle Queue Lengths Existing/Proposed Intersection/ AM Peak Queue Length (ft) PM Peak Queue Length (ft) Storage (feet) Direction Left Right Left Thru Right Left Thru Right NB Fairview Rd. & SB 375 Term Barclay Downs Dr. 1 EB 400 / x x3 WB 380 Term ,187 x x Barclay Downs Dr. & Bulfinch Rd. 3. Barclay Downs Dr. & Carnegie Blvd. 4. Barclay Downs Dr. & Carnegie Blvd./Morrison Blvd. 5. Morrison Blvd. & Coca-Cola Plaza/ Hotel Driveway 6. Morrison Blvd. & Roxborough Rd./Mall Access NB x2 81 x2 SB x x2 EB WB NB x x2 SB x x2 EB - Term WB Term NB 150 Term SB EB x x2 71 WB x x2 NB SB 155 +TWLTL EB WB x2 70 x2 NB Term SB EB x x2 WB x x2 7. Barclay Downs NB x2-0 x2 Dr. & RI/RO Access SB x x2 - A 2 WB - Term SB Bulfinch Rd. & Access B 3 EB x2 26 x2 WB NB Term. 50' Carnegie Blvd. & Access C 4 EB WB Imp. includes a NB right turn lane on Barclay Downs Dr.(FUTURE IMP. BY COLONY OFFSITE - NOT DEVELOPER RESPONSIBILITY) 2 Base laneage includes one entering lane and one right exit lane on RI/RO Access 3 Base laneage includes one entering lane and one exit lane on Access B 4 Base laneage includes one entering lane and separate left-right exit lanes on Access C 1. Fairview Road & Barclay Downs Drive (signalized) When comparing the impact of the buildout to the 2016 existing conditions the v/c ratio is 0.01 below the allowable threshold in the AM peak hour and is 0.03 above the allowable threshold in the PM peak hour. Suggested improvements to the intersection include: Construct a northbound right turn lane on Barclay Downs Drive with 150 feet of storage and appropriate bay taper. It should be noted that this is a future improvement by The Colony at Sharon offsite project; therefore, it should not be the responsibility of the 4401 Barclay Downs Drive developer. Design Resource Group Page 23

26 Extend (maximize) the existing eastbound left turn lane on Fairview Road from 400 feet to 650 feet, with a 100-foot bay taper (all within the existing raised median island). It should be noted that the existing left turn vehicle queues currently extend into the inner eastbound thru lane on Fairview Road during both peak times; therefore, we feel it should not be the full responsibility of the 4401 Barclay Downs Drive developer. With these improvements the v/c ratio is 0.01 below the allowable threshold in the both peak hours. It should be noted that the intersection already includes pedestrian amenities such as highvisibility crosswalks, pedestrian signal heads and pushbuttons on all legs of the intersection, which is adequate. 2. Barclay Downs Drive & Bulfinch Road (signalized for comparison purposes) When comparing the impact of the buildout to the 2016 existing conditions the v/c ratio is 0.05 below the allowable threshold in the AM peak hour and is 0.10 below the allowable threshold in the PM peak hour. Therefore no roadway improvements should be deemed necessary. It should be noted that the intersection already includes a crosswalk on the east (site) side across Bulfinch Road. Due to the narrow raised median on Barclay Downs Drive (approximately five feet wide), a pedestrian refuge is not easily feasible on Barclay Downs Drive, and is therefore not recommended. Based on the traffic volumes it is possible that this intersection may warrant a traffic signal (especially with the inclusion of the future approved offsite development traffic). It should be under CDOT s discretion as to whether a signal warrant analysis be performed at this intersection after a majority of the 4401 Barclay Downs Drive development is in place. If a traffic signal is installed, pedestrian amenities such as high-visibility crosswalks, pedestrian signal heads and pushbuttons should be installed on all four legs of the intersection. As mentioned previously, CATS bus stops (route 57) are located on both sides of Barclay Downs Drive adjacent to the site, which is adequate. 3. Barclay Downs Drive & Carnegie Boulevard (signalized) When comparing the impact of the buildout to the 2016 existing conditions the v/c ratio is 0.10 below the allowable threshold in the AM peak hour and is 0.07 below the allowable threshold in the PM peak hour. Therefore no roadway improvements should be deemed necessary. It should be noted that the intersection already includes pedestrian amenities such as highvisibility crosswalks, pedestrian signal heads and pushbuttons on all legs of the intersection, which is adequate. Design Resource Group Page 24

27 4. Barclay Downs Drive & Morrison Boulevard/Carnegie Boulevard (signalized) When comparing the impact of the buildout to the 2016 existing conditions the v/c ratio is 0.05 below the allowable threshold in the AM peak hour and is 0.01 below the allowable threshold in the PM peak hour. Therefore no roadway improvements should be deemed necessary. It should be noted that the intersection already includes pedestrian amenities such as highvisibility crosswalks, pedestrian signal heads and pushbuttons on all legs of the intersection, which is adequate. 5. Morrison Boulevard & Coca-Cola Plaza/Hotel Driveway (signalized for comparison purposes) When comparing the impact of the buildout to the 2016 existing conditions the v/c ratio is 0.10 below the allowable threshold in both peak hours. Therefore no roadway improvements should be deemed necessary. It should be noted that the intersection contains no pedestrian crosswalks. Due to the narrow raised median on Morrison Boulevard on the west side of the intersection (approximately five feet wide), a pedestrian refuge is not easily feasible on this leg, and is therefore not recommended. However, the raised median is approximately 20 feet wide on the east side of the intersection we recommend a pedestrian crosswalk with a refuge island on this leg (to be installed by others). In addition, we also recommend a crosswalk on the north leg of the intersection across Coca-Cola Plaza (also to be installed by others). The hotel access is a private driveway, therefore a crosswalk should not required on this leg. Based on the traffic volumes it is assumed that this intersection will not warrant a traffic signal. It should be under CDOT s discretion as to whether a signal warrant analysis be performed at this intersection. If a traffic signal is installed, pedestrian amenities such as high-visibility crosswalks, pedestrian signal heads and pushbuttons should be installed. 6. Morrison Boulevard & Roxborough Road/Mall Access (signalized) When comparing the impact of the buildout to the 2016 existing conditions the v/c ratio is 0.10 below the allowable threshold in both peak hours. Therefore no roadway improvements should be deemed necessary. It should be noted that the intersection already includes pedestrian amenities such as crosswalks, pedestrian signal heads and pushbuttons on all legs of the intersection, which is adequate. Tables 7 shows the results of the 2020 Build scenario with the inclusion of the six approved offsite developments. Design Resource Group Page 25

28 Table 7: 2020 Build Levels of Service AM Peak PM Peak Intersection Delay Capacity Delay Capacity LOS (sec/veh) (v/c) (sec/veh) (v/c) LOS 1. Fairview Rd. & Barclay Downs Dr F F 2. Barclay Downs Dr. & Bulfinch Rd. * * F * * F 3. Barclay Downs Dr. & Carnegie Blvd B C 4. Barclay Downs Dr. & Carnegie Blvd./Morrison Blvd C D 5. Morrison Blvd. & Coca-Cola Plaza/Hotel Driveway /81 F * * F 6. Morrison Blvd. & Roxborough Rd./Mall Access B B 8. Bulfinch Rd. & Prop. Access B /1053 A /1700 B 9. Carnegie Blvd. & Prop. Access C /919 A /1700 B * Results are not meaningful (i.e. delay >180 sec. and-or v/c >1.850) 1 Imp. includes a NB right turn lane on Barclay Downs Dr.(FUTURE IMP. BY COLONY OFFSITE - NOT DEVELOPER RESPONSIBILITY) 2 Imp. includes a WB right turn lane on Morrison Blvd.(FUTURE IMP. BY COLONY OFFSITE - NOT DEVELOPER RESPONSIBILITY) 3 Base laneage includes one entering lane and one exit lane on Access B 4 Base laneage includes one entering lane and separate left-right exit lanes on Access C The existing/future laneage is shown on Figure 8 and Figure 9 illustrates the suggested laneage. Figure 10 shows the conceptual designs of the suggested improvements. Design Resource Group Page 26

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31 d Blv ll Fu " "C ss ce Ac ZOM CAROLINAS 4208 SIX FORKS ROAD SUITE 1000 RALEIGH, NC ccess Full A Bulfinch Rd 2459 Wilkinson Blvd, Ste 200 Charlotte, NC CHARLOTTE, NC O P W "B" RI/RO Access "A" LANDSCAPE ARCHITECTURE CIVIL ENGINEERING TRANSPORTATION PLANNING t. ly S ont Ro Piedm mb e Ass Barclay Downs Dr BARCLAY DOWNS TIA ie neg Car Fairvi e w Rd CONCEPTUAL IMPROVEMENTS w Dr SCALE: 1" = 150' Extend From 400' to 650' Storage/100' Bay Taper (w/in Exist. Median Existing Queueing Issue) New Right Turn Lane w/150' Storage (Future Offsite Dev. Imp.) Copyright 2016 Design Resource Group, PA This plan or drawing and any accompanying documents or calculations are the property of Design Resource Group, PA; and are intended solely for the use of the recipient noted. No third party use or modification is permitted without written authorization. PROJECT #: DRAWN BY: CHECKED BY: JCZ REG JUNE 2016 REVISIONS: Figure 10 N

32 CONCLUSIONS In conclusion, even though the redevelopment of the 4401 Barclay Downs Drive site will slightly increase the amount of vehicular traffic when compared to the existing development, the proposed mixed-use project is not expected to significantly impact the adjacent intersections/roadway corridors above what is currently occurring. In addition, the actual development plan is expected to be less of a traffic impact than what was analyzed in this report. The suggested mitigation for the study intersections are illustrated in detail conceptually on Figures 10. Design Resource Group Page 30

33 APPENDIX Design Resource Group Page 31